Guide: Peugeot 205 Rallye
Background
Of all the manufacturers that created Group B specials between 1982 and 1986, none invested more than Peugeot.
In addition to the scratch-built 205 T16, a completely new competition department was established in the outskirts of Paris where a team of 90 personnel focused on developing the best rally car possible.
Under the direction of Jean Todt, Peugeot Talbot Sport (PTS) went on to win the 1985 Driver’s and Manufacturer’s crowns. The French outfit also won the ‘86 Manufacturer’s title although that year’s Driver’s championship fell to Lancia’s Juha Kankkunen. Kankkunen’s wickedly complex Delta S4 was introduced before the FIA opted to ban any new or updated Group B cars following a series of fatal accidents; the drastic ruling meant Peugeot were unable to introduce an Evolution 3 version of the 205 T16 with which to fight back.
Peugeot were just as infuriated about the FIA’s unilateral decision to outlaw Group B cars beyond the end of ‘86. As a consequence, PTS withdrew from rallying in favour of a Grand Raid and Pikes Peak programme where uprated derivatives of the T16 line were still permitted to compete.
Although Peugeot remained true to their world and played no part in the 1987 rally season, early in 1988 a decision was made to produce a Group A homologation special to contest the under 1300cc Group A category.
Unlike Group B (where just 200 cars had been required for homologation), Group A required a production run of 5000 cars.
The resultant 205 Rallye was a pared down and super lightweight iteration of Peugeot’s award-winning front-wheel drive entry-level hatchback. It was engineered and produced by PTS in time for homologation to be approved on July 2nd 1988.
In its original format, the left-hand drive-only 205 Rallye was offered throughout most of Europe. However, this did not include Germany and Switzerland (where it did not meet emissions standards) or the UK (owing to a lack of a right-hand drive derivative). These regions did subsequently get their own domestic specials (covered later) although both were to an inferior, less racey specification than the true Group A specials.
Chassis
The Rallye used the standard 205’s zinc galvanised steel bodyshell albeit stripped of almost all soundproofing to save weight.
As usual, suspension was independent all round. Up front was a MacPherson strut layout with coil springs and lower wishbones. The back end ran trailing arms fixed to a single beam, transverse torsion bars and telescopic shocks.
Like the 1.6-litre 205 GTi, Peugeot configured the Rallye with dropped ride height, stiffer shocks and springs and custom wishbones. Anti-roll bars were fitted at either end.
The Rallye’s dual circuit and servo-assisted brake set-up was also imported from the 1.6 GTi: 247mm ventilated discs with a single-piston caliper were installed up front along with 180mm drums at the rear.
Instead of the 1.6 GTi’s 14-inch diameter Speedline ‘pepper pot’ alloys, the Rallye came with cheaper 13-inch steel wheels. Rim width was an unchanged 5.5-inches at both ends.
Steering was un-assisted and a standard 50-litre fuel tank was located under the rear seat.
Engine / Gearbox
Rather than use a reduced capacity version of the 1360cc XY7 engine found in the 205 XR, PTS created a specialised power unit derived from the 1124cc TU1/K unit in the 205 XR.
The Rallye’s 1294cc Type TU24 all-alloy motor was a transversely-mounted inline four with single overhead camshaft, two valves per cylinder and wet-sump lubrication.
Compared to the 1.1-litre XR, the cylinder bores were enlarged by 3mm (from 72mm to 75mm) and stroke was taken out by 4.2mm (from 69mm to 73.2mm).
Upgrades included a hot camshaft, beefier crankshaft and increased compression ratio (9.6:1 compared to 9.4:1). PTS also fitted two enormous Weber 40 DCOM sidedraught carburettors which resulted in little power or torque below 4500rpm. Rather, it was above 5000rpm that the 205 Rallye really came alive.
Peak output was 103bhp at 6800rpm and 89lb-ft at 5000rpm.
This was a dramatic increase over the 205 XR (53bhp at 5800rpm and 64lb-ft at 3200rpm).
Meanwhile, the 1.6-litre GTi developed 115bhp at 6250rpm and 99lb-ft at 4000rpm.
Transmission was through a close-ratio five-speed manual gearbox and single dry-plate clutch.
Bodywork
Thanks to an array of special features, the Rallye was visually quite different to all other 205s.
PTS fitted lightweight bumpers, a redesigned front apron with gaping air intakes and re-shaped wheelarch extensions. All of this was fashioned from lightweight body coloured GRP.
At the back of the car was a body coloured lower tailgate panel complete with red ‘205 rallye’ decal.
The C-pillar trim panels were also body coloured and accessorised with red ‘1.3’ and ‘rallye’ decals.
Additional PTS decals were added to the front grille, along the swage lines, at the base of the A-pillar and on the tail panel.
An exterior mirror was only fitted on the driver’s side.
Interior
Like the rest of the 205 range, the Rallye came with the updated interior Peugeot introduced from October 1987. This facelift had included a subtly redesigned dash, a neater centre console (with rotary instead of sliding ventilation controls), revamped switchgear and a three instead of two-spoke steering wheel.
To save as much weight as possible, PTS discarded most of the Rallye’s soundproofing, reduced the level of electrical equipment and installed a simplified heating / ventilation system.
The standard specification meant no stereo, manual windows and a pared down central control panel.
Well-bolstered sports seats sourced from the 205 GTi were trimmed in black fabric with red stitching. A PTS logo was embroidered into the front seat faces. Another PTS logo could be found on the steering wheel.
Red carpet and red seatbelts were standard.
The rectangular instrument binnacle housed a large speedometer and rev counter flanked on the outside by smaller read outs for oil pressure, fuel level, water temperature and oil temperature. The entire dash assembly was formed in grey plastic.
Options
Peugeot offered the 205 Rallye in just one colour: Meije White.
The only official options were a choice of audio systems, a passenger-side exterior mirror and a rear wiper.
However, customers could retro-fit a range of PTS upgrades to bring their car up to full Group A trim if required. Parts on offer included a roll cage, spot lights, racing seats and harnesses, uprated brakes with adjustable bias, competition shocks, bushes and dampers and a limited-slip differential.
Weight / Performance
At just 793kg, the 205 Rallye tipped the scale at 57kg less than a 1.6-litre GTi.
Top speed was 2mph slower (118mph as opposed to 120mph) and the 0-62mph time was 9.4 seconds (as opposed to 8.5).
Production
Demand for the 205 Rallye far-exceeded Peugeot’s expectations; 28,281 were completed by the time production was discontinued in August 1990.
German / Swiss Version
In September 1990 (once production of the original 205 Rallye had stopped), Peugeot introduced a somewhat diluted iteration for the German and Swiss markets (where the 1.3-litre carb-fed engine had not met emissions regulations).
To make this latest iteration suitably eco-friendly, Peugeot took the Rallye bodyshell and fitted the iron block 1.9-litre Type XU9J1 engine which was both catalysed and fuel-injected (Bosch L-Jetronic).
These motors displaced 1905cc thanks to a bore and stroke of 83mm and 88mm respectively. With a compression ratio of 8.4:1, peak output was 105bhp at 6000rpm and 103lb-ft at 3000rpm.
Like the rest of the 1991 model year range, the German-market Rallye featured clear instead of amber front indicators and redesigned tail light clusters with the reverse light was moved down to the bumper.
As a consequence of its heavier engine, performance was not quite on a par with the original Rallye although the extra torque made the German / Swiss version easier to drive.
1000 examples were built by the time production ended in August 1992.
UK Version
Peugeot also went on to offer a limited run of right-hand drive 205 Rallyes for the UK market.
Produced between late 1993 and early 1994, the UK Rallye came with a 1.4-litre iron-block TU3.2 engine with a pair of twin-choke Solex carburettors. Displacement was 1360cc thanks to a bore and stroke of 75mm and 77mm respectively.
A compression ratio of 9.3:1 resulted in a peak output of 75bhp at 6200rpm and 80lb-ft at 4000rpm.
Unlike other 205 Rallye variants, the UK market special was offered in a choice of three colours: 500 were built in Bianco, 250 were built in Express Yellow and 80 were built in Blue. Other differences included dark grey seats and light grey carpet. An optional sunroof was also offered and a new set of exterior decals were fitted.
Text copyright: Supercar Nostalgia
Photo copyright: Peugeot - http://www.peugeot.com
